Power transmission



June 13A, o' A, BANNER POWER TRANSMISSION -Filed April 28, 195s' 6 Sheets-Sheet l [Ff/nancy Y m m ATTORN EY June 13, 1939. o. A. BANNER y POWER TRANSMISSION 'Filed April 28, 1955 6 Sheets-Sheet 2 and .I.

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INVENTOR ATTORN EY June 13, 1939.. o. A. BANNER POWER TRANSMISSIN 6 Sheets--SheetA 3 Filed April 28, 1953 ATTORNEY June 1 3, 1939 o. AQBANNER POWER TRANSMISSION- Filed April 28, 1953 6 Sheets-Sheet 4 ATTORNEY June 13, 1939. o, A. BANNER 2,162,543

POWER TRANSMISSION Filed April 28, 1933 6' Sheets-Sheet 5 ATTORNEY.

June 13, 1939. o, A. BANNER POWER TRANSMISSION Filed April 28, 1933 6 Sheets-Sheet 6 "INVENToR a. BY KfW/AMM ATTORNEY varies may be' designed or adjusted as required, v

Patented June 13, 1939 UNITED; .STATES PATENT oFrlcE rowna TRANSMISSION om A. mimi, Highland Park, N. J. Application April 2s, 193s, serial No. 668,351

33 Claims.

'Ihis inventionI deals with turbo power transmission apparati'ls ofthe hydraulic ow type.

The power receiving part of such a transmitter consists of a centrifugal pump wheel and the power delivering part of a turbine wheel. In one adjustment' of my apparatus, the working uid is delivered directly into the vanes of the turbine wheel. 'I'his power transmission I call a turbo clutch. In another adjustment the working fluid passes rst through a set of stationary guide vanes before entering the turbine wheel. This second power transmission I call a turbo transformer. i

Tile turbo clutch can operate with efficiencies as high as 99%. This compares -very favorably with the efficiency of an automobile transmission gearing.

-operating' in high there are friction lsses. This is apparent, when it is considered that two lay shafts are continually rotating in the gear box, with the gears `revolving in' thelubricant, wherebyconsiderable friction losses are generated. Thus, it is apparent that a turbo clutch is a power transmitterl equivalent to the gear transmission as far as eiliciency is concerned. But, besides, it has considerable advantages over it.

However, for automobile propulsion and similar application, the turbo clutch has these disadvantages: First: It cannot increase the motor torque. Such an increase is imperative for the acceleration of the car when starting. Second:

. It ctannot reverse lvthe rotation of the secondary par .l

However, if the turbo clutch is combined with a turbo transformer to form a combined turbo clutch and transformer, these disadvantages are completely removed. As stated before, the turbo transformer consists off a pump wheel, a turbine wheel, and aset of stationary guide vanes interposed between the discharge of the pump and thev intake of the turbine wheel. Since the guide it is possible to obtain, with the turbine wheel,

' higher,l or lower speeds than, also reversal-of,

gear drive. When starting from -a standstill, the

reduction ratio is theoretically. infinitely large. With increasing speed it decreases continually,

smoothly, and automatically to the desired rate of reduction. The turbo transformer therefore will accelerate a car more quickly than agear driven car, and without gear shifting and alsol noiselessly. It is free from wear, and the shafts are not subject to bending loads.

One of the Objects of my invention is to com- Because, even when such a drive, is'

This, Y

bine a turbo clutch with a turbo transformer. thereby forming a turbo transmission.'

Another object is to provide a method an apparatus for the transmission of power hydraulically, whereby the motor torque may be increased on starting, and the efficiency may be high when in use.

A further object of the invention is to permit reversing of the hydraulic drive.

f Still another object of the invention is to combine the turbo clutch and turbo transformer by arranging the guide vanes so that they are held stationary during the starting up operation, when the turbo power transmitter operates as a turbo transformenand then, at the desired speed, to rotate and combine them, preferably, with the turbine wheel, when the turbo transmitter oper-- ates as a turbo clutch.

Other objects of this invention appear more fully hereinafter.

Referring to the drawings:

Figure 1 shows a chart of power curves.

Figure 2 shows the characteristics' of my transmission for a ratio of 1:2.5.

.Figure is a sectional view of a device embodying the principles of my invention. l

Figure 4 is a sectional view of Figure 3, along theI line 4, 4, looking in the direction of the arrows.

Figure 5 is asectional View of Figure 3 along the line 5, 5, looking in the direction of the arrows.

Figure 6 is a sectional- 'view of Figure 3 along the line 6, 6, looking in the direction of the arrows. p

Figure '7 is a detail view of vane ring actuating cam.

Figure 8,-is a detail view partly in section along the line 8, 8, of Figure 3, looking in the direction of the arrows.

Figure 9 is a detail view of a part of the brake mechanism along line 9, 9,- of Figure 3.

Figures 10, 11, 12, show end views of the comparator in three different operative positions.

Figures 13, 14, I5, are planviews'of Figures 10,

Figures 16, 17, 18, 19, are different positions of the vane tipl actuating mechanisms.

. Figures 20, 21, 22, 23, show the positioning of rthe vane tips corresponding respectively to Figres 16, 17, 18, 19.

Figure 24 is a sectional view along the line 2l, 25, of Figure 18, lookingin the direction of the arrows. y

Figure/'25 is an inverted plan view of Figure 24.

turbo Figure 26 is a similar sectional view to Figure l 3 of a modified form.

Figures 27, 28 and 29 are detail sectional views showing the curvature of the guide vanes between .into the inlet of primary wheel I.

turbo clutch. The curves represent the function'- ing of a rather small clutch of only 12%" diameter. The power delivered by the turbine wheel is always smaller by a percentage equal to the slip than the power delivered to the pump wheel. Curve R shows the resistance of an average American small car on a level road. 'Ihe .Car speeds marked on the axis of the abscissae correspond to the motor speeds of a direct drive, geared car. Referring to the curves it will. be noted that, even at ten miles per hour, the turbo clutch will supply an excess of the necessary power with a reasonable loss. But if the motor is speeded up, the car speed still being ten miles per hour, the slip can be reduced to the neglibible amount of only 2%, Means for reducing the slip will be described subsequently.

The curves Figure 2, indicate the characteristics of a turbo transformer which has been designed for a normal speed reduction ratio of 1:2.5. The assumption has been made that the pump speed and power input are maintained constant. rIfhe abscissae show the turbine wheel speeds in perl centages of this constant pump wheel or motor) speed, .which has been assumed as 100%.l ordinates on the left side are the torques measured as multiples of the. constant motor torque, which has been assumed as unity. On the right side are two lines of abscissae: One, indicating the efficiency, the other, the ratios of turbine speeds to pump speed. The reduction ratio of 1:2.5 results in a turbine speed of about 40% of pump speed. For this value the efficiency is maximum and the turbine torque is twice the motor torque. Figure 2 shows clearly that Vthe torque of the turbo transformer increases automatically the more the turbine speed is reduced. When theturbine wheel is standing still, which is the condition existing when the car is started from a standstill, the torque is four times the motor torque. This enables quick starting and quick acceleration even under most adverse conditions.

In carrying out my invention. I propose to pro- 'vide a pump, or primary, wheel I which is shown as forming a part of fly-wheel 2 carried by motor shaft 3. The primary wheel I cooperates with a turbine or secondary wheel 4, so that the two inlets and the two outlets of the wheels are axially alined. The fluid discharged from the primary wheel i enters a set of guide vanes 5 which are made selectively stationary or rotating, and from these it is discharged into the inlet of the secondary wheel 4. During the passage through the vanes of wheel 4 the fluid delivers o1' transmits its energy and is then discharged, at the center, l Thus a closed circuit is formed. At the same time, due to the rotation of the primary and secondary part, this circuit is rotating around the axis of shafts 3 and 6. which are in alinement. The secondary wheel- .4 is operatively connected to the secondary shaft 5 which transmits the power to the ultimate use. The guide vanes 5 are attached by means of the rings l, 8, 9, to the disk I which is operatively attached to the sleeve II, On this sleeve is fixed, in any known manner, such as by splines, the brake drum I2. The uid transmission mem- TheA bers I, 4, and guide vanes are completely enclosed, for instance as shown, by y-wheel 2 and cover I3. As long as the/rotation of I2 is prevented, it is obvious that the disk I0, and with it the guide vanes 5, are held stationary. In this case the fluid issuing from primary wheel I enters the inlet parts I4 of the guide vanes with an angle and a velocity equal to those with which it leaves the primary wheel I. The inlet parts I4 are adjustable. From these it passes into the axial body portions I5 of the guide vanes 5 and from there to the adjustable outlet parts I6 of the guide vanes 5, to be directed against the vanes of the secondary wheel 4. This combination of primary wheel I, stationary guide vanes I5 and secondary wheel 4, is what I have called a turbo transformer.

The sleeve II is supported by ball bearings II on the secondary shaft 6. To the end of the sleeve is xedly attached the male part IB of coupler I9 which can be brought to mesh with its female part 20. This part is axially movable on, and splined for transmitting power to, the secondary shaft 6. When the brake drium I2 is released for rotation, the iluid flow, emitted from wheel 4. The operation is then that of a turbo clutch, because there are no stationary members between primary and secondary parts, the guide being-an integral part of the secondary wheel.

In order to avoid clashing of the teeth of the two parts of the coupler I9, provision has been made to equalize the speed of the secondary wheel 4 and the guide vanes 5 by placing a pair of friction members in rubbing lcontact before the teeth engage. These friction members may be of the type known as a synchromesh clutch.- They have been shown at 2l on the guide vane parts and 22 on the secondary shaft parts. The lmpeller vanes in the primary wheel I and the impelled vanes in the secondary wheel 4 have been assumed as being radial. For clutch operay tion it is desirable to have the vanes throughout the secondaryv parts radial. Arrangements have therefore been made to set the inlet and outlet parts I4 and I6 in a radial position when the transmitter is operating as a turbo clutch. When my transmission is operating as a transformer,

the movable parts I4, I6, of the lguide vanes must be adjusted differently: The intake parts I4 tor vehicles, etc., because it permits dispensing with reverse gearing.

The outlet parts I6 may also be set in a transverse plane. In this position they discharge the liquid so that the secondarv wheel does not transmit any power. This position would correspond to the idling position of a geared motor car.

A third adjustment of the outlet vanes I6 would be such as to discharge the fluid in the same direction but at a different angle than it is' received by the inlet vanes I4. The secondary parts run then in the same direction as the primary wheel and, according to the` angle of discharge, the speed reduction ratio between primary and secondary wheel may be varied. Therefore, by changing the positioning of the adjustable outlet elements. I'Ii, a wide range of speed variations may be obtained, as well as reversing and idling. I have thus shown that the application of my invention permits of completely doing away with the transmission gearing in motor cars. Yet, at the same time I obtain much larger starting torques, quicker acceleration,

noiselessV starting, shockless power transmission and higher efiiciency. The positioning of the movable elements of the vanes is indicated in in Figures 19, 23. Therefore, the Figures 16, 17,

18, 20, 21, 22, demonstrate transformer and Figures 19 and 23 clutch operation. In Figures 16 and 20 the inlet vanes' I4 are set at the correct angle to receive the fluid from the primary wheel I with minimum losses. The outlet vanes I6 are set so that they reverse the flow. This means that the secondary wheel 4 with attached parts is running in the opposite direction to primary wheel I. Figures 17 and 21 show the vanes I4 in a radial plane andthe outlet vanes I6 in axial planes. In this position no power is transmitted from primary to secondary parts. The engine is idling. Figures 18 and 22 show transformer operation for ahead drive with a definite, designed, speed reduction. Figures 19 and 23 show the vanes alined in radial planes. When in this position the guide vanes are made an operating part of the secondary wheel. This isl the position for clutch operation.

Figures 16, 17, 18 and 19, show the mechanical movement of the guide vanes 5 to obtain the desired settings. A geared ring 23 is provided, which meshes with gears 24` xed on the outlet vanes I6. Movement of this ring is effected by levers 26. The small gears 24 on I6 mesh with another gear ring 25 whichy on its other side is shapedl as a continuous cam 21.` Against its operating, or cam, surfaces 21 are set pin like projections 28 of the inlet vanes I4. These vanes are alwaysl under the pressure ofl t e uid emitted from I.` But, in order to positively prevent rattling, springs 29 have been provided which maintain contact between the adjustable elements I4 and the cam surface 21.v .Whenthe levers 26 aremoved through a predetermined angle, the gear ring 23 is moved in the direction of the arrow and the vane ends I6 move from reverse position through idling and ahead into clutch position. At the sar-ne time `the gear cam ring 25 moves in the opposite direction, causing the movement of the inlet ends I4 to move in accordance withthe cam surface 21.

Referring to Figures 3, 6 and 7, the lever 26 is fixed on a shaft 30 which, at the inner end. carries a lever 3|. This lever is used to furnish the movement of the levers 26 through the control angle .in the following way: It carries a cylindrical journal 32 which is inserted in a cam groove so as to obtain the desired movement of levers 26.

Journal 34 is rotatably loose on sleeve II rotation of which, in turn, is prevented during transformer operation by tightening the brake shoes Y I2 on the brake drum I2. Adjustment of journal 34 is obtained in the following way: On sleeve II is splined a ring 35 which has exterior screw threads 36 on which a nut 31 has been screwed. This nut 31 carries an extension 31'` which is loosely splined on journal 34.' An axial movement of nut 31 will result in unscrewing and thereby turning of it. This turning movement is transmitted by means of the splines 38 to journal 34. 'I'hus an axial movement of nut 31 results in the turning of levers 26 and the movement of the guide vane ends I4 and I6.

The movement of nut 31 is performed by a power piston 39 in the relay 40. The piston rod 4I of piston 39 carries a fork 42 having one end adapted to move nut 31. carries another fork 43 adapted to move the female coupler half 20. In the position shown, the piston 39 has set the vanes for reverse operation and the brake drum I2 is held against rotation by the brake shoes I2'. When the piston moves to the left it consecutively sets the guide vanes for reverse, idling and slow ahead position. This last position is shown in Figures 18 and 22. The nut 31 has advanced equally with the piston. and has turned the vanes I4 and I6 from the original reverse ythrough idling to slow ahead position.

The next step of operation would be the change from transformer to clutch operation. This will require the following detail steps: First: Setting guide vane ends I4 and I6 radial. Second: Release the brake I2. Third: Put coupler I9 in mesh.

The setting of the vanes I4 and I6 is obtained by moving the nut 31 into the end position, which results as soon as piston 39 is run intothe extreme left position.

-them apart and thus releasing brake drum I2.

The same motion of piston 39 brings about the movement of female coupler 20 to the left. First the synchromesh clutch parts 2| and 22 come into operating contact. This synchronizes the motion of secondary shaft 6 and sleeve II. Further movement brlngs the coupler parts I8 and 20 into mesh. At the end of the movement of piston 39 the guide vanes 5 are made, to-all intents and purposes, an operating part of secondary wheel 4 so that the vane parts I4, I5, I6, rings 1, 8, 9, disk III, levers 26, shaft 30, lever 3|, journal 34 and sleeve II moving as one unit. Thus clutch operation is established.

With my invention a' very simple control is possible. I may, of course, use a hand controlled lever instead of a relay. But a great improvement over the present form of motor car operation can be established with my device: lBy the addition of very simple mechanical means a full lubricating oil, is used. The relay consists of the At its other end it already named piston 39, the movement of which is controlled by the valve 46 in the following way:

At a convenient place, preferably on the steering wheel, I have provided a sector 41 on which the dierent control positions: reverse, idle, slow ahead, full ahead, or others, are marked. The

lever 48 may be set on any one of these or intermediate positions. In a conventional way, lever 48 operates a lever 49 from which its motion is transferred, by means of rod 50, to the lever 5|'. This lever is attached, lat one end, to the piston rod 4 l, and, at the other, tothe rod 50. At a point tinues until 'the end of the lever 5| has reached' the position X-XX. In this position both clucts are closed by the valve 46. Thus it has become clear that the setting of the control lever 48 on the steering Wheel in anycon'trol position, posi-y tively results in a proportional setting of piston 39 and-thereby of the guidevane ends I4 and I6 and the rest of the mechanism.

-I have already previously mentioned that by means of comparatively simple devices, my drive maybe made to function automatically. In the operation of en automobile having such an automatic drive the driver is relieved from shifting' p gears from standstill vto full speed ahead operation. In a geared car, there are certain speed stages for ahead operation, which are primarily used to accelerate the car into its nal, desired running speed. The necessity for such a speed reduction is due to the inability of the motor to f develop torques appreciably above a certain avery:ses

age. 'I'hese torques are not sufiicient to furnish the much higher torques which are required to accelerate the mass of the car quickly and without stalling the motor.- It is necessary to increase the torque by introducing gearV reduction. The changing from one reduction to the other requires the use of a slip clutch. To make this changeover from one gear reduction to the other an 'automatic operation, requires complicated mechanical devices because of the difiiculty to determine the time when it is propitious.

In my invention the conditions for establishing the changeover are much more favorable because I make use of the speed difference between the primary and secondary shafts, obviously notl existingin a geared car because the speed ratio of primary and secondary shafts is fixed. The automatic drives, with my invention, involves the automatic changeover from ahead transformer to ahead clutch operation, the transformer operation paralleling the driveA with speed reduction, and, the clutch operation, the direct drive of a geared car. In order toperform this changeover, I propose to use a mechanism which com- 'pares the speeds of the primary and secondary parts. I call such a mechanism a comparator.'

I.have shown one such devicejn Figures 3, l0, 11, 12, 13,` 14,515. It'consists of a planetary move- .ment havingtwo suns 55, 56,-'and .two planets 51, 58'. One of the. suns 55 is driven from aconven-` ient part of the primary drive. For instance,`

by the Worm Wheel 59 and worm 60 attached to the cover I3 of the transmitter. The secondary sun 561s operated from a convenient part of the secondary shaft, for instance, by the worm 6i and worm rwheel 62, shown fitted to the universal joint flange 63. The arrangement of the comparator is such that the two suns 55, 56, rotate in opposite directions. Meshing with both are the two planets 51, 58, and these are held in a cage 64 which is supported on the hubs of the suns. The connection between the two worm wheels 60 and 62 is made by means of shafts 65 and 66 and friction clutches 61 and 68, which, normally, are kept open. If it is desired to set the comparator for action, these clutches may be closed by means of the forks 69 and 10.

The action then is as follows: The primary sun rotates at a certain speed. Thel secondary sun 56 rotates at a lower speed and in the opposite direction. This relative movement of. the two suns results in the rotation of the planetary cage 64 inthe direction of the primary sun 55. If now, by the action ofthe transformer, the speed of the secondary part increases, the

'speed of the planet cage 64 will decrease. At the vmoment when the speeds of the two suns lare alike, the planet cage 64 will stand still. if the speed of the secondary sun increases above that of the primary, the direction of rotation' of the planet cage 64 will reverse. The idea of the comparator is, to make use of the reversing motion to operate controls which effect the change-over from the transformer to clutch operation, transformers may be designed to increase the speed of the secondary wheel over that of I the primary wheel. We will not consider trans- And4 mitters of this type here, but will confine ourselves to the more frequentlyv used' type of speed reducing transformers and especially to those adapted for automobile drive. It is not necessary to operate the comparator at the same speeds as the primary or secondary shafts. On the contrary, it will be desirable to operate it at lowerspeeds. This requires speed reductions between the primary shaft and primary sun and secondary shaft and secondary sun, andrit is necessary to make these two reductions different and so that the primary and secondary suns are operating at the same speed, when the speed A radio of primary and secondary shafts is the one at which changeover shall take place. I wish to point out that it is desirable to make this speed ratio variable so that the desired changeover may be obtained at different car speeds. For instance, when driving in city trafc, one may wish to drive at a maximum speed often miles per hour and it would not be desirable to have the car operate on the transformer continually. On the other hand, in'order to make a quick get away, a changeover at forty miles an hour may be desirable. Such a variation may easily be obtained by interpo'sing between worm` wheel 62 and friction-clutch 68, a friction disk 'Il driven by worm wheel 62 and on which another friction disk 12 driving shaft 66' is pressed which may be moved radially inwardly or outwardly. The control of'the sec'ond friction disk may be made by the lever 48 on the steering wheel and special notches provided for it. Y

- As explained above, lever 48 controls the movement of rod 50. On this rod a block 14 is axially ',movable which is ordinarily pressed against a stop 15 by means of a sprin'g 16. All the settings resulting in the. positions reverse, idling, and. slow ahead of the lever 5| and-consequently piston 39 can be made without any interference, because the block 14 follows the movement of lever 48` exactly. But when the control is set for full ahead, which is equivalent to clutch operation, the movement of block 14 is stopped at the.

position for slow ahead, because extension 11 thereon meets the cam 18. Then the rod 50 slides in the block 14 into the position assigned to it by the setting of the lever 48. But, since the block 14 controls the position of lever 5I, the piston 39 will set the drive only for slow ahead.

, 'Thus the setting of the control lever for clutch operating as a transformer. When the secondary operation results: First, it sets the transmitter for slow ahead transformer operation; second, it sets the comparator ready for action. This second function is obtained by the rod 50, slidingin'block 14, moving a dog 19 into contact with stop 80 `which is shifted -to theright and by this movement closing thes clutches 61 and 68. With this setting the transmitter starts the car up,

speed has reached the predetermined point, the planet cage 64 comes first to a standstill and then slowly reverses.

As'already previously stated, I have made usey of this reversing movement in order to make the mary sun 55. But when the planet cage' 64 reverses, it' takes the bar 82 by friction, shifting it to the left. This movement is transferred by means of lever 85l shaft 86,1ever 81, rod 88 to cam 18, turning it upwards. This movement permits the spring 16 to move extension 11 and block 14 to the left, whereby the floating lever 5I I is set to permit the piston 39 to move into the end, or clutch, position. Thus the comparator has acted to automatically change the transmitter over from transformer to clutch operation. During the time of. changeover, the power transmission is somewhat indefinite and it is desirable to cut the motor speed down in order to prevent racing. This has been effected in the following manner: On the bar 82 is provided a cam 89 and a lever 90 rests with its end against cam 89. When the comparator moves the bar 82 to the left, it turns the lever 99 to the left as s hown in Figures 11 and 14. This movement is transmitted by means of rod 9I,\etc., to the carburetor control. Thus, in the first phase of these operations, the power of `the motor is reduced, as desired. Coincident with this movement is the adjustment of the piston 39. When piston 39 reaches its end position, which is identical with clutch setting, an arml 92 on the piston rod moves the lever'SIl to the left.` 'I'his movement results in the end of lever 90 slipping off cam 89. Theactlon of the spring 93 vforces lever 90 back into the original position thus restoring the motorI power. Thus, at the /end of the piston stroke, not only has clutch operation been estabthe slipping back of the bar 82. As explained ln Figs. 3, 10,115, the lever.90 is supported on--the shaft 96 on which it can move lengthwise as well as turn. operation by the comparator has been concluded the piston 39 may open auxiliary clutches This bar is pressed into the groove by,

If desired, as soonas'the changeover 61 and 68 in the shafting between drive shaft 65 and primary sun 55 and also between drive shaft 66 and secondary'sun 56. If this is done, the comparator will operate only during the short time of changeover'operations.

I have shown another form of my invention for `obtaining selective clutch and transformer operation in Figure 26. The primary wheel I' and secondary wheel 4 are here shown as not being interchangeable. Three rings 1', 8', 9', each having a set offixed guide vanes I4', I5' and I6', are mounted on a disc IIl', which, in turn, is lfixedly connected with the sleeve II. The guide vanes I4 are for clutch operation and are, therefore, set radial. The vanes I5 are for slow ahead, the vanes I6' for reverse operation. All these vanes may be cast in one piece with the rings. Each set may be moved between the primary and the secondary wheel by the axial shifting of the sleeve II. During transformer operation, the brake drum I2" is held against rotation by the brake shoes I2" which are conventionally held in the fixed structure of the car.

During clutch operation, the brake shoes I2" have released the brake drum I2" and the coupler I9 is invmesh, just as explained before. The piston rod. 4I may be notched, with a ball detent to prevent accidental displacement of the setting if desired.

Other modifications-of my invention may still be made andfall within the scope of my invention.

What I claim is:

l. In a hydraulic. power transmission devicea primary impeller, a secondary impeller, guide vanes interposed between the discharge of said primary impeller andthe intake of said secondary impeller, said guide vanes having adjustable entrance and discharge elements, means for maintaining said guide vanes stationary and means for releasing them for rotation.

2. In a hydraulic power transmission device, a casing, a primary wheel and a secondary wheel within said casing, an axially shiftable multiple guide vane ring interposed between said wheels, means for selectively maintaining said guide vane ring stationary, and means for releasing said guide vane ring for rotation.

3. In a hydraulic power transmission device a primary wheel, a secondary wheel, a primary shaft for said primary wheel, a secondary shaft for said secondary wheel, selectively stationary and rotatable multiple guidek vane rings interposed between said primary and lsecondary wheels, and means controlled by the speed difference of the primary and the secondary shafts to shift the operation vof said guide vane rings from stationary to rotatable movement.

4. In a hydraulic powerp transmission device, a primary impeller, a secondary impeller, selectively stationary and rotatable guide vanes having adjustable entrance and discharge elements interposed between the discharge `of the primary and the intakeof the secondary impellers, a carrier for said guide vanes, and means for selec` tively adjusting said guide vane elements.

5,. In a hydraulic power transmission device, a primary impeller, a secondary impeller, guide vanes having adjustable entrance and discharge elements interposed between the discharge of the primary and the` intake of the secondary impeller, a carrier for said guide varies, means for selectively adjusting said guide vane elements, means for maintainingsaid carrier stationary,

` means for releasing said carrier for rotation, and

Y'at

6. In a hydraulic power transmission device,v

a primary impeller, a secondary impeller, a shiftable multiple guide vane ring interposed between the discharge of the primary impeller and the intake of the secondary impeller, means for shifting said guide vane ring, said\ guide vane ring comprising in axial alinement inclined vanes for forward and reverse transformer operation and axial vanes for clutch operation, and means for maintaining the guide vane rings stationary during transformer operation and releasing said guide vane ring for rotation duringl clutch operation.

7. In a hydraulic power transmission device, a primary wheel, a secondary wheel, guide vanes having adjustable entrance and discharge elements interposed between said wheels, means for adjusting said entrance and discharge ele- `ments for forward operation, reverse operation and idling operation, means for selectively maintaining said guide vanes stationary, and means for selectively rotating said guide vanes with the secondary wheel during operation.v

8. In a hydraulic power transmission device, a primary wheel, a secondary wheel, guide vanes Ihaving adjustable entrance and discharge elevby said primary and'secondary impellers, auto-` matic means controlled by said speed comparator whereby said speed changing means may be con'- nected with one of said impellers, a manually set indicating lever, said automatic`means operative only when set for automatic operation by said manually set indicating lever.

10. Ina rotatable closed fluid circuit for power transmission, a primary impeller, a secondary impeller, guide vanes between the discharge of said primary impeller and the intake of said secondary impeller, parts of said vanes movable andadjustable for reversing the direction of rotation of the secondary impeller, an auxiliary fluid cir-` cuit, and a relay operated by said auxiliary fluid for adjusting the angle o f the moible parts of said vanes.

11. In a hydraulic power transmission device, a closed uid circuit having primary and secondary impellers, lguide vanes having adjustable entrance and-discharge elements interposed between the discharge of the primary and the intake of the secondary impeller, means for selectively adjusting said guide vane elements, means for maintaining said guide vanes stationary,

` means for releasing said guide vanes for rotation,

and means for connecting said guide vanes to rotate with one of4 said impellers.

12. In a hydraulic power transmission device a closed fluid circuit having primary andsecondary impellers, means for increasing the torque on starting, means for increasing the efficiency and reducing the torque transmitted after starting, an auxiliary duid circuit operating a relay,

said' means `alternatively operative through said fluid circuit and said relay, and automatic means manually set for controlling the operation of said relay to operate only at a predetermined speed ratio of said impellers.

13. In a hydraulic power transmission device, a primary impeller of the turbine type, a secondary impeller of the turbine type, said impellers being' in juxtaposition, an adjustable selectively and as a forward turbo clutch.

14. In a hydraulic power transmission for operation as a turbo transformer and as a turbo clutch, a primary impeller, a secondary impeller,

a shiftable multiple vane ring between the discharge of the primary impeller and theintake of the secondary impeller, means for shifting the vane ring, said multiple vane ring comprising in axial alinement a ring having inclined vanes for transformer operation and a ring having substantially axial vanes for clutch operation, and

means for maintaining said vane ring stationary during transformer operation and connecting said vane ring with one of the impellers during clutch operation.

l5. In a rotatable closed fluid circuit, a primary impeller, a secondary impeller, adjustable guide lvanes between the discharge of the primary impeller and the intake of the secondary impeller, said guide vanes selectively stationary and rotatable, means for adjusting said guide vanes in planes containing the axis of one of the impellers. v

16. In a hydraulic power transmission, a primary impeller, 4a secondary impeller, selectively stationary and rotatable adjustable guide vanes between the two impellers, a speed comparator operated by said primary and secondary impellers, means controlled by said comparator to ,change the speed ratio of the hydraulic transmission by adjusting saidguide vanes.

17. In a hydraulic power transmission, a primaryimpeller, and a secondary impeller in juxtaposition, a speed comparator operated b' said impellers, adjustable vanes between the disc arge of the primary impeller and the' intake of the l secondary impeller, means controlled by the speed comparator to change the speed ratio of the impellers by adjusting said vanes, and means controlled by said comparator to change the motor load during said speed ratio change.

18. In a. hydraulic power transmission, a primary impeller, a 'secondary impeller, selectively adjustable stationary vand -rotatable vanes between the discharge of the primary impeller and the intake of the secondary impeller, a speed comparator operated by said impellers, means controlled by said comparator to change the transmission speed ratio of said impellers by adjusting said vanes when a predetermined speed ratio between said primary vand secondary impellers has been reached.

19. In a hydraulic power transmission, a primaryimpeller, a secondary impeller in a clo'sed fluid circuit, selectively adjustable vanes between the discharge of the primary impeller and the pellers.

operated by saidv primary and secondary imaisance 20. In a hydraulic power transmission, a closed iluid circuit, a primary impeller, a secondary impeller, selectively stationaryand rotatable guide vanes between said primary and secondary impellers, a speed comparator operated by said primary and secondary impellers, means controlled by said speed comparator to selectively hold said guide vanes stationary and selectively release. them for rotation, and means to connect said guide vanes to one of the said impellers when rotating.

21. In a hydraulic power transmission, a primary impeller, a secondary impeller, adjustable vanes -between the primary and secondary impellers, a speed comparator, said comparator consisting of a primary sun wheel operated by said primary impeller, a secondary sun wheel oper- .ated by said secondary impeller, a planet wheel meshing with both sun wheels, and means controlled by said planet wheel to control the operation of said hydraulic power transmission by adjusting said adjustable vanes.

22. In a hydraulic power transmission device,

a primary impeller,.a secondary impeller, a shiftable selectively stationary and rotatable multiple guide vane ring interposed between the discharge of the primary impeller and the intake of the secondary impeller, means for shifting saidguide vane ring, said guide vane ring comprising in axial alinement vanes for transformer operation and vanes for clutch operation..

23. In a hydraulic power transmission device, a primary impeller, a secondary impeller, guide vanes having adjustable entrance and discharge elements interposed between -said impellers, means for adjusting said entrance and discharge elements for transformer and for clutch operation, means for selectively maintaining said guide vanes stationary and releasing them for `rotation.

24. Inahydraulic power transmission, the combination of a primary vaned impeller, of a secondary vaned impeller, a rotatable vane system between the discharge of the primary impeller and the intake of the secondary impeller for determining the course o f fluid therebetween, and means selectively effective to hold said vane system against rotation and to effect rotation thereof in unison with one of said impellers to thereby c ause the transmission to operate alternatively as a transformer and as a clutch. said secondary impeller having a series of vanes arranged to receive the discharge from said vane system during both conditions of -operation said vane system having vanes adjustable for directing the flow for transformer operation or for clutch operation.

25. In a hydraulic power. transmission the combination of a primary vaned impeller, a seconda'ry vaned impeller, a rotatable vanesystem between the discharge of the primary impeller and the intake of the secondary impeller for determining the course of fluid ilow therebetween, and means selectively effective to hold said vane system against rotation and to eect rotation thereof to thereby cause the transmission to operate alternatively as a transformer and as a clutch, said secondary impeller having a series of vanes arranged to receive the discharge from said vane system during both conditions of operation said vane system being adjustable for directing the ilow for transformer operation or for clutch operation.

26. In a hydraulic power transmission the comadjusting said system to selectively position either of said sets within the course of fluid flow between said impellers.

2'7. In a hydraulic power transmission, a primary vaned impeller, a secondary vaned impeller, selectively adjustable alternatively stationary and rotatable vanes between the discharge of the primary and the intake of the secondary impeller, said vanes being adjustable to producea unit torque ratio and higher than unit torque ratios of the transmission.

28. In a lhydraulic power transmission, a primary and a secondary impeller, a selectively stationary and rotatable multiple vane ring between the discharge of the primary and the intake of the secondary impeller; saidY multiple vane ring having in axial alinement vanes for producing a unit torque ratio and higher than unit torque ratios of the transmission.

29. In a hydraulic power transmission a primary vaned impeller, a secondary vaned impeller, adjustable, stationary and rotatable vanes i between the primary and the secondary impeller, a speed comparator having primary and secondary members and a third member jointly driven by the primary and secondary members, and means controlled by the third member to adjust said vanes; l

30. A fluid power transmitter comprising a circuit for fluid, rotary driving means energizing a iluid, rotary driven means receiving energy from said fluid, guide vanes operable to modify the angular movement of the uid.' and automatically operable means to shift said guide vanes out of or intosaid circuit in accordance with the speed of said rotary means said rotary driving and driven -means forming part of said power transmitting circuit.

31. A uid power transmitter operating selectively as a transformer lor a clutch comprising a circuit for fluid, a driving element, a driven element, a primary memberv fixed to the driving element, a secondary member carried by the driven element, guide vanes to direct the'tluid, and means to automatically shift said. guide vanes axially out of. said uid circuit at various speeds of the secondary member, the maximum shifting speeds being below the maximumhigh speeds of the-secondary member.

32. In a hydraulic transmission, primary and secondary impellers, shiftable stationary or rotatable vanes between the primary andseoondary impellers, a speed `comparator comprising means driven by the primary impeller and means driven by the secondary impeller, and means controlled by said comparator to hold the vanes stationary and release them for rotation.

33. In a hydraulic transmission, a primary impeller, a secondary impeller, guide vanes between A connect them with one of said impellers for rotation therewith.

O'I'IQA. BANNER..v 

